Gas engine



(No Model.) 4 Sheets-Sheetvl. J. J. E. LENOIR.

GAS ENGINE.

Patented Feb. 2, 1886.

N PETERS. Phanrmhugmphu, wamingmn, D. C.

(No Model.) 41 sheets-sheet 2. J. J. E. LENOIR.

GAS ENGINE;

Patented Feb. 2, 1886.

(No Model.) 4 Sheets-Sheet 3. J. J. E. LENOIR.

GAS ENGINE.

No. 335,462. Patented Feb. 2, 1886..

ETERs. Plwxo-umugrupher. wnhingwn. D. C.

(No Model.) 4 Sheets-Sheet 4. J. J. E. LENOIR.

GAS ENGINE. No. 335,462. Patented Feb. 2, 1886.

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NITE STATES PATENT GFEICE.

JEAN JOSEPH ETIENNE LENOIR, OF PARIS, FRANCE.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 335,462, dated February 2, 1886.

Application filed December 10, 1883. Serial No. 114,081. (No model.) Patented in France October 27, 1883, No.158,.59; in Belgium November 7, 1883, No. 63,141; in England November 10, 1883, No. 5,315, and in Austria September 6, 1884, No. 42,213.

To @ZZ whom it may concern.-

Be it known that I, JEAN JOSEPH ETIENNE LENOIR, a citizen of the Republic of France, and residing in Paris, France, have invented Improvementsin Gas-Engines,of which the following is a specification.

My invention consists of certain improvements in the construction of that class of gasengines yin which an ignition of the gaseous mixture takes place at every other back-andforth movement of the piston, some of my improvementsbeingalso applicable to other forms of gas-engines.

In the accompanying drawings, Figure l is a side View or elevation of a gas-engine embodying my improvements, the ily-wheel being cut away for want of space. Fig. 2 is a transverse section through the frame and cross-head guides on the line l 2, Fig. l. Fig. 3 is a plan View of the engine. Fig. 4 illustrates in side View (partly in section) and in plan view the governing devices drawn to a larger scale. Fig. 5 is asectional view through the heating-chamber. Fig. 6 is an enlarged sectional view of the slide-valve, valve-chest, and posts. Fig. 7 is an enlarged sectional view of the exhaust-valve, and Fig. 8 is a sectional y view of the gas-supply valve and attachment.

Referring to Figs. l and 2, A is the base or pedestal, on which is mounted the bed A of the engine, B being the cylinder, and D the crosshead guides. The piston C (shown by dotted lines) is controlled, through the usual connecting-rod, E,by the crank-shaft F, mounted in suitable bearings and carrying a iiywheel, F', the crank-shaft being geared, through the spur and pinion O O, to a shaft, S, controlling the valve-gear, the relative sizes of the spur and pinion being such that the shaft S makes one revolution for every two revolutions ofthe crank-shaft. On the inner end of the shaft S is a crank, K', Fig. 3, controlling, through a connecting-rod, K, the slide-valve j, which is arranged longitudinally of the cylinder B. On the same shaft S are mounted two cams, H and N, Fig. 3, of which the former operates a tappet, h, Fig. 1, connected by the rod h to an arm on the lower end of a vertical rock-shaft, h2, carrying at its upper end an arm, h3, controlling the stem g of the gas-supply valve G, as hereinafter described.

The other cam, N, operates a tappet, n, connected by a rod, n', to a lever, u2, pivoted to a post, u, Fig. 3, on the valve-chest J, and controlling the exhaust-valve M, which is arranged in the end of the cylinder, or, rather, at the end of the heating or ignition chamber L immediately in the rear of the cylinder B. As shown in the sectional View, Fig. 5, I provide the interior of this chamber L with ribs l, to increase the heating-surface.

The valve M, for the escape of thcburned gases is illustrated in section in Fig. 7, and will not need further description. The gas admission valve G, Figs. 4 and 8, which is closed by the usual spring, '(indicated by dotted lines in Fig. 4,) is opened periodically by the movement of the arm 7i. This arm is pivoted or hinged to the shaft h2, and its outer end is supported by an arm of the i lever i2, which is mounted on the post t', and

is controlled by the governor I, so that when the engine runs at too high a speed the governor will allow the end of the arm h3 to drop out of line with the valve-stem g, so that the engine will run without the gas-supply until the normal speed is restored.

The construction ofthe slide-valve and ports in the valve-chest is illustrated in Fig. 6, a

being the seat of the valve, j the slide-valve, b the intermediate plate,and c the back plate. There is in the valve-chest the usual gas-supply opening, c, leading from the above-described valve G, and in the back plate the air-supply f, while d is the igniting-jet. The slide j is provided with the ports le c,i`or the simultaneous admission of the air and gas to the port m, which opens into the working-cylinder for the piston, while the port p in the slide is the ignition-port.

The operation of the slide]l is similar to that of gas-engines now in use, the slide being first moved to admit the air and gas to the cylinder on the outward stroke of the piston. This mixture is thence forced into and compressed in the ignition-chamber L on the return-stroke of the piston. Vhen the piston has reached the end of its inward stroke, the slide j has been moved to cause the ignition of the compressed mixture in the chamber L, and the full effect of the explosion on the piston is thus given at the beginning of its out- Ward stroke. On the next inward return movement of the piston the exhaust-valveM is opened to allow the burned gases to escape,

and then the above-described operations are repeated. As the port m opens into the bottom ofthe working-cylinder B, or,in other words, between the said cylinder andignitionchamber L, the mixture of air and gas is first drawn into the cylinder on the outward stroke of the piston, and does not enter the ignitionchamber until it is forced therein on the inward return-stroke of the piston, and, owing to the heat of this chamber from the explosions, this mixture is heated therein prior to ignition, but without heating the cylinder B to any great extent, so that the piston being in place of illuminating-gas, in which case a valve,P, Fig. 8, is preferably substituted for the slide-valve j, and the explosive mixtureis ignited by electricity. For this purpose I may use in place of batteries a small magneto or dynamo electric machine supplying an accumulator or secondary battery.

In order vto carburet the air for working the engine,the air is passed through a chamber,R,

Fig. 8, in which are suspended screens r,dip

pinginto the carbureting-liquid and presenting a large carburetting-surface. The air from the carburetor passes through the valve G to the cylinder B.

To heat the air in the carburetor, the burnt gases from the engine may be caused to circulate in the jacket T, or otherwise.

I claim as my inventionl. The combination of the workingcylinder and piston of a gas-engine with an igni `tion or heating chamber at the end of said cylinder, and having internal ribs, as and for the purpose set forth.

2. The combination of the cylinder and piston of a gas-engine and gas-controlling valve G, with an arm, h3, pivoted to a rockshaft, 71.?, and a governor, I, controlling said arm with reference to the stem of the valve G, substantially as set forth.

In testimonyy whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JEAN JOSEPH ETIENNE LENOIR.

NVitnesses:

ALFRED CoINY, ltoBT. M. HooPER. 

